Car-replacer



(No Model.)

W. STEPHENS &: J. MOTTA. GAR BEPLAGER.

- 10,448,090 Patntedlvrar. 10,1891.

Zgt/ Ntra STATE-s 'IATENT ENCE.,

VILLIAM STEPHENS, OF REDDING, VAND JOSEPH MOTT, OF SISKIYOU COUNTY,OALFORNIA.

CAR-REPLACER.

SPECIFICATION forming part of Letters Patent No. 448,090, dated March10, 1891.

Application filed July 2, v1890.y 4Serial No. 357,553. (No model.)

T0 @ZZ whom, t Uta/y concern.-

Be it known that we, XVILLIAM STEPHENS and JOSEPH Mo'rfr, said STEPHENSbeing a resident of'Redding, in the county of Shasta and State ofCalifornia, and said MOTT aresident of Siskiyou county, California, haveinvented a new and useful Improvement in Oar-Replacers, of whichthe-following is a full, clear, and exact description.

Our invention relates to an improved carreplacer,- and has for itsobject to provide simple and readily-applied frogs or skids, whereby acar, engine, or other vehicle adapted to travel upon a track may beexpeditiously and conveniently replaced at any point in the length ofthe road.

The ,invention consists in the novel construction and combination of theseveral parts, as will be hereinafter fully set forth, and pointed outin the claims.

Reference is to be had to the accompanying drawings, forming a part ofthis specication, in which similar figures and letters of referenceindicate corresponding parts in all the views.

Figure 1 is aplan view of a section of track, illustrating theapplication of the invention thereto. Fig. 2 is a side elevation of theouter frog or skid, and Fig. 3 is a similar view of the innerfrog orskid.Y Fig. 4 is a transverse section on line x of Fig. 1. Fig. 5 is asimilar Section on line y y of Fig. 1, and Fig. G is a detail view ofone of the clamping devices connected with the skids.

The rails 10 may be of any desired forni and are laid upon the sleepers11 in the usual manner. The device consists, primarily, of an outer frogor skid A and an inner frog or Skid B. The outer frog or skid isconstructed in two sections-namely, a bar or track section 12 and abase-section 13. The bar-section is pivoted at one end to the upperportion of the base-section 13, and is curved downward in suoli mannerthat when the base-section is placed in position alongside of the railthelower extremity of the tracksection, which is flattened upon itsunder face, as illustrated at a in Fig. 2, will rest upon the Sleeper,and in the iiat face of the rail or track section a pin or pins 14 issecured, adapted to enter the sleeper and retain the track-section in afixed position.

The construction ot' the base-section 13 is best shown in Fig. 5, andconsists of a block d', to the top of which the track-section ispivoted, the Said block at one end being provided with an inwardly anddownwardly extending spur a2, having its under surface beveled tocorrespond with the bevel of the railiiange, with which portion of therail the spur is adapted to engage.

A horizontal plate 14 is formed integral with the under face of theblock ct or is attached thereto, which plate extends outwardfrom theblock and is of sufficient length to pass beneath the iiange of the railand extend beyond both sides, as is best shown in Fig. 1.

The plate 14 has formed thereon near one end a transverse angularclamping-rib 15, and near the opposite end of the plate an opening 16 isproduced, adapted to receive a key 17, one end of which key isbifurcated.

The inner frog or skid B differs in construction from the outer skid,but resembles the said skid in that it also comprises a tracksection 18and a base-section 19, the base-sect-ion being identical in constructionwith the base-section of the outer skid.

The track-section of the inner skid B is pivotally attached to itsbase-section, and the said track-section is curved downward from itspivotal end in the direction of its opposite end. The upper face of thetrack-section is flat, as illustrated at h in Fig. 1, andthe sides ofthe said track-section are provided with upwardly and preferablyoutwardly extending flanges 20. The Width of the track-`Sec tion,however, varies, being narrowest at or near its pivotal point, asillustrated at ZJ', slightly wider at its central portion, and widest atits extreme lower end and at the space intervening the contractedpivotal portion and central portion, as is best illustrated,respectively, at b2 and b3 in Fig. 1. In each side iiange of the widesection b2, at the lower end ot' said portion, an angular recess 21 isformed, and over the face of the said wide portion b2 a switch-point 22is held to slide laterally, which switch-point is pivoted to the pivotalend of the track-section of the skid, the switch-point being adapted tobe sprung into or to `enter either of the recesses 21, according to thedirection in which the switch-point is to be thrown. The lower or undersurface of the skid B is preferably semicircular a greater portion ofits length, being flattened at the lower end and vprovided with a pin orpins 1l, resembling in this connection the construction of the oppositeskid A.

Each skid near its lower end has attached to the bottom thereofasuitable length of chain 24, and to the unattached end of the chain adouble hook 25 is attached, the said hooks being made to face oneanother, and their shanks are preferably in the same horizontal plane,or practically so, as illustrated in Fig. (3.

In operation the skid A is placed outside of one rail and the lower endis carried out of parallelism with the rail, as shown in Fig. 1. Theplate 14 is passed beneath the ange of the rail until the outer edge ofthe flange is brought into engagement with the clamping-rib 15, and whenthis is effected the spur u? of the block will also have been broughtinto engagement with the iiange. The base of the skid is effectivelylocked to the rail by forcing downward the key 17, so that one member ofthe key will be above the iiange and the other beneath it. The key 17 islocated immediately opposite the clamping-rib 15, and the action of thesaid key is clearly shown in Fig. 5. The lower end of the skid ispressed against the tie upon which it bears until the spike or pintherein enters the tie, whereupon the chain 2i is passed beneath theflange of the rail and the outer hook 25, attached to the chain, is madeto engage with the inner edge of the rail-fiange. [f the chain is toolong, it may be shortened by looping one or more of the links over theinner of the two hooks 25. The second skid B is attached to the oppositerail in like manner and parallel with the skid A; but the skid .B isplaced upon the inner side of the rail to which it is adapted forattachment, and the switch-point 22 of the skid is thrown over in thedirection of the rail contiguous to the inner side of the skid, as isshown in Fig. 1. It is now evident that by causing the wheels of thevehicle which is to be replaced to travel upon the lower end of bothskids as the vehicle is drawn up the inclined planeof the skids theflange of the wheel traveling upon the skid B will be brought intocontact with the outer side of the switch-point 22, and as theswitch-point p at its pivotal end is of a width equal to the width ofthe skid upon which it is pivoted the wheels of the vehicle will becompelled to engage with thev track the very moment they leave theskids. lVhen the vehicle has been replaced upon the track, the skids maybe detached therefrom and stored away con-4 veniently until againrequired.

Having thus described our invention, we claim as new and desire tosecure by Letters Patentl. A car-replacer consisting of two inclinedskids, each comprising a base-section and a rail-section, one of therailesections being provided with a switch-point capable of lateralmovement, and each base-section being provided with an attached plateadapted to extend beneath the flange of the rail, said plate havingformed thereon near one end an angular clamping-rib and providednear theopposite end with a bifurcated key, substantially as shown anddescribed.

2. A car-replacer consisting of two skids, each comprising an inclinedrail-section and a base-section pivotally attached to the railsection,one of the rail-sections being provided with a fiat upper face and sidefianges, and a switch-point pivotally attached at the upper end capableof lateral movement upon the fiat base between the fianges, thebase-sections being provided with a horizontal plate adapted to extendbeneath the flange of the rail, which plates are provided with adjustable bifurcated keys and an angular clamping-rib, and bothrailsections with an attached chain or grapple, as and for the purposespecified.

3. In a car-replacer, a skid comprising a base-section, a track-sectionpivoted to the base section and provided with upwardlyprojecting andrecessed flanges, and a switchpoint pivoted to the pivotal end of thetracksection, substantially as herein shown and described. l

4. In a car-replacer, the combination, with a base consisting of a blockprovided with a downwardly-extending spur, a plate forming a portion ofthe block and extending outward therefrom, which plate is provided witha transverse clamping-rib near oneend and a movable bi fui-cated key atthe opposite end, of a rail-section pivoted at one 'end of the base andinclined downward in the direction of its opposite end, and a chainattached to the lower end provided with a grappling-hook, substantiallyas shown and described.

5. In a car-replacer, the combination, with a base-section consisting ofa block, a. plate extending from and beyond the block and having atransverse clainping-rib formed near one end, a bifurcatedv key movablein the opposite end, of the plate, and a spur downwardly projected fromthe block, of a railsection pivoted at one end of the base, inclineddownward in the direction of the opposite end, and provided with a Hatupper face of varied width, flanges formed at the sides of therail-section, provided with horizontally-aligning recesses, and aswitch-point pivoted near the pivotal point of the rail-sec- IOO IIO

'whereof are in essentially the same horizontal plane and the hooksfaced inward, substantially as and for the purpose specified.

WILLIAM STEPHENS. JOSEPH MOTT. Witnesses:

C. G. BILICKE, J. DAWSON.

